Automatic speed control foe bail ways



Jam-2, 1923.

P. J SlMMEN. AUTOMAHC SPEED GomRoI. FGR RAILWAYS.

2 SHEETS'SHEET 1 FILED AUG. 9. I815.

Inventor:

FM Nam 2 SHEETSSHEET 2 Jan. 2, 1923.

- P. J SIMMEN.

AUTOMATIC SPEED CONTROL FGR RMLwAYs.

FILED Aus- 9. I815.

v a} lnveantor \w wwm En wm g Em mm .44 IA IZZY T mar-11D sTA Patented Jun. 2, 1923.

PATENTFO FFICiE.

. ,PA JOHN sim an n, or nn-rrlino nnw Yo j 1 AUTOMATIC srnEn ooN'rRoL r03 RAILWAYS.

Application filed August 9, 1915.- Serial No. 44,533.

To all whom it may concern:

Be it known that LPAUL JOHN SiMMiin,

a citizen of the United States, residing at- Bufl'alo, in the'county ofiErie and State of NewwYork, have'inven-ted certain new and useful Improvements 1 in Automatic. Speed Controls for Railways of which the follow ing is a specification;

i This invention relates to an apparatuslfor automatically controlling the-speed of a vehicle moving alongfa'railway, and-its novelty consists in the construction and adaptationot the parts as will be more fully here inat'ter' pointed out;

In Letters Patent ofthe United States, No,

1,150,308, dated Augustl'i', 1915,and in Let ters Patent, No. 1,150,309, dated August 17 i 1915, I have described an automatic apparatus 'for controlling the speed of a moving vehicle, which in brief comprises a device moving in accordance with theactual speed of the vehicle,another device moving in accordance with a permissible speed therefor, together with means whereby, when the actual speed exceeds the permissible speed at any time, retarding mechanism with which the vehicleis equipped, is set into operation to reduce its speed 'orultimately to stop the vehicle, 1 The device moving in accordance 'with -aypermissible speed is so actu ated that in movlng 'froin maximum speed to minimum-speed a speed distance curve is generated which corresponds to the well known braking curve derived from ex: perimental data. 1

The subject matter of the present application. is specifically to provide means for bringing the permissible speed devicefrom its maximum position to its minimum posithe specificdistance iii-each case being made tion in different distances, the selectionot' by elements along the trackway. Theplacing of these elements is determinedby the permanent hazards along the trackway, such as grades, curves, etc., which would tend-to i vary the distance within which it is possible for a train to be brought to astop.

In the drawings the-re is illustrated apre terred form of apparatus embodying my invention, the parts beingshown largely in diagram for the sake of promoting clearness in the description, and the position of the parts being those assumed when a clear signal has been indicated on the wehicle, and

. the permissive indicating shaft and cam have been brought to a maximum position.

For purposes of clearness, I haveshown three: relays, three contact shoes, and three signal rails, which provide t'our different braking: distances. Itwill be clear, however, toanyone skilled in the art that wide variationsmay be made in the number of such elements and in the details of the apparatus-without departing from the principles governing the invention. I

In the drawings, Figure "1 shows in diagrama traokway, divided into four blocks for actuating devices carried on the'vehicle ,1

Figure 2 shows partly in diagram the devices as carried; Figure 3 is an enlarged detail of the permissible speed indicating cam;

battery 150, connected to thetrack rails by:

wires wm'and At the other end of each block is a track relay 151 connected to the track @1151, l'bywires sea and M). Adja cent totheentran'ce of each block are placed main home and distant "signal rails21, to-

gether with different combinations of auxiliary home and distant rails 22 and23. The combination of signal rails which is to used, is determined by the braking distance desired, as will}'belhereinafter explained.

The energization or deenergization of the home and distant signal rails 21 and the distant signal rails 22and 2 3 is controlled by means of the track relay 151 through a circuit which includes a battery 154, which is connected to the track rails 1, 1 by means of the wire wf, and which circuit is from the positive side of the battery 154 to the wire we, armature 152, contact 153, wires 000, m0, 038 andwp, to the signal rails 21,22 and 23 respectively; The home rails 22 and23 are J permanently energized fromthe battery 154 through a circuitfrom the positive side of the battery 154. to the wires are and mat and home rails 22 and The signal rails 22 are nearer to the gauge line of the track than as before.

the mainsignal rails 21, and the signal rails 23 are nearer to the gauge lineiof track than the signal rails 22. F

In Figure 2 1 1 indicate the track iails valve controlling the brake system is generally indicated at 5. 61,62 and 63 are shoes hingedly mounted at a convenient place on lo the, vehicle and adapted to contact withthe rail are restored by gravity or s 'aringpres sure toltheir respectivecontact' pointsp 11 isthemain signal lrelay arranged; at anycon- I venlent place onthe'veh1cle,yand.12 and18 are auxiliary; signal relays also oll rthevehicle, these relays :being connected With the 11, has five neutralarinatures2 6', 7, 8v and -9.

fKVhenthe relay is energized the armature 2 touches a; contact 19,.and when the; relay s, de'energlzed, the armatures *6 V matures 105, 14 and 15,'which when the relay is energizedftouch contacts 28, 33 and "34: re

spectively, and" when the relay ;is:deener-. gized' the armature lO touches Iacontact-29. The relay 13 has tbree neutral"armatures16,

17 and 18 and when it is energizedxarmatures 16 .and 1? touchlc'ontacts e2 andfdtrespectively, and whenit is de'energized the mam ture 1-6 t touches a Contact 13 and thearma-' ture 18+touchesa contacted 20 is a local a battery lllOlll'ltGCl onrthe -vehicle. 12 1 is a gclear signal or, green light or -maxiin'umfl speed indicatorand125 ,126,127 and 1 28 are I danger I signals ;or red lights or minimum speed indicators which are distinguished from each other by having particular braking distance displayed upon their surfacesj pAlso mounted on theyehicle is a eentrifuv V galgovernor 8O moyed from a' shaft fil by] gears '82 on the wheel axle 4;. On its ball". frame is asleevej-85 'slidableon the shaft andprovided.witlranannularflange 36; At its upper end the shai't'31' is provided with 'gears 37 and 38, each'aclapted to mesh with one-gear, 39: mounted on ashaft 10. Be-l tween the gears 37 and 38 is aslee've 41 slidable onythe shaft 3l and -indented at both, GDClSLtQ e11gage,='similarly indented annular flanges -onjthe gears 37 and 38, but which indentations I run in opposite directions,

i at one end with the gear and atthe other 1 end w th the pinion 68, also 'wlth a power whereby the-shaft40 is always rotated in I the samerlirection; no matter in which direction the shaft 3l is rotated.

52 contained in a bracket 51. It is provided respectively carried on agshait 84 supported p 7; .8 and 9 touch contacts 24,; 25,."26 and 27 respectiyely 'lhe relay 12qhas three neutral ar-c clutchindicated at 60 comprising two discs.

67 and 66 pressed together a spring and so arranged th'atthey slip when undue torsional strain is brought upon the shaft.

Another shaft 93-is supportedfin suitable bearings 59.:in the bracket 46; and ,53 in the 68. The shaft 93 also carries a series of gears 97, 110, 11-7, and {130 which progres "bracket 51; and is pro'Videdcon one end with p a gear {28 adapted to mesh'with the'p' nion i sively1decrease in size from-right to left-:, and e,

which are adapted towmesh', permanently with a series ofgears985 111, 118 and 131' inwbearings in the brackets CS and" 51,- andv which gears progressivelyincrease in size 7 from right to loft. As each'pairoi' these gearshave similar devices attached-{thereto A it will'only begnecessaryto-describe one pair, for instance 9 7 and 98.

--:The gear 97 is mountedrotatably Q ably= upon the shaft 93 ,anc'l'made integral with it or rigidly; attached, to; it is a collar 102, the otherend of which is rigidly secured *to one member of a clutch 103, th e* other member 10d; ,o fwhich isrigidly attached to" collarz l02 and is engaged by rollerslOSl car ried by the lorked'e'nd of ajbell crank' lever 106 adapted toyswing ona pivot 107 and the ergized the garn 109 of the lever is attractedtowards it and the collar 102 is thereby 1 moved and :the two members of the clutch- 103:-104;are moved out of mesh. A tension 1 spring 105 i's aclapted to restbre thelever106jto its-normal position when the magnet 96 is] deenergized, and-to put the clutch in mesh. When the teeth of the -clutch103 104eare out of mesh, the gear 597 remainsin mesh flwith the gear 98'because the parts 'areason prot portioned that the movement oi the leverlllfi doesnotdrsengage them.

shaftS i, butis prevented from sliding by;

'icollars 99 and-183, rigidly attached to the I shaft. Attached to the collar 183 is a ra chet disc 101, which is adjacent to the 1 gear 98, and is adaptedto 'bemoved by a pawl 100 pivotally mounted on the gear 98 being lpromoted by a spring 133, r The gear 110 is coupled to its shaft} through the-clutch 1 12--113 which is opened by a bellcranlc lever 0116;3-1'111Of which 134 i 134 has attached thereto and insulated there Thegear 98 is rotatably indented on the l i I at point 184 theengagement between thenr is-thearmature of anfelectroinagnet 95 pro- I: vided with two coils 950 and 951. The arm. The shaft 40 is mounted in suitable beara ings,viz. 50 contained in a bracket 46, and.

from a contact m'ember 1141, which adapt ed, when the magnet is 'energizethgto touch contact points'llij and 11.0. 3 The gear 11f? is coupled to its shaft through a clutch offone of the collars.

greater than that: of thegearS-BO} thanqthat' of the z'gearsyllfwand 11%,. the ratio of thegears "andCQS is greater than that of the gears liO andlll. The shaft 84 fwill be driven from" the shaft 93-] integers 7 119120'which in isactuated byabell crank lever one 'arm. of whichxis an armature 135 ofran' electromagnet 9aand which arm has attached thereto and nsulated therefrolna contact member 121; adapted, whenthe magnet 94E 1s energized, to touch contacts 122 and 123-5 "Gear 1.301s rigidly attached totheshaft 93:: The gears 98,111 and 118 allhave collars,ratchets and pawls and springs similar fito those described' in connection with the gear 98. Inthe cas es the gear 131 the bracket takes the place The ratio of the gears 11? and the raticofthe gears 11() and ill-is ata speed determined by the ratio of that pair of gearsof the-highest ratio, whose clutch is in 'mesh, "For example; if the,

clutches'112.-113 and 119--120 are in mesh,

the speed of the sha ft'8t will be decided by the ratio of gears 110 and 111.1 In such The shaft 78 carries a mm 79 adapted to "mesh with a wormgear 80' when the 2 f 171-is deenergized and the arm 69 are Mounted in suitable bearings 1 32 is a sh 140 which carries aspeed controlicaln 1w, and also theworln gear'SO; A cord 56 and case thefgears 97and 98 would not be re volving, but the gear 118 would be revolvingat a slower rate thanthe sha'ittfi l, the difference in their speeds liveing accounted for by-theslipping of the pawl on its ratchet. In thGHLSELIHB WELY; the 131 1 Would be-revolving slower thanh the shaft 84, but still sloWerthanfgear 11S.

On one end of shaft 84 is attached one part of a universal joint 74:, the other part being attached to a shaft 78 adaptedfto'f rotate in a bearing 64, suspended-from an arm'69, whichas the armature; of an electromagnet" 7'1, and ls' hl'nged 11 a .pivot,

tension spring 55 tend to return the sh: 1 1

1:0 to its original positioi'i after rotation and release. A detent 58 1iS adaptedflto coQ opleratewith a stop 49 mounted on the cam Vito limit themovement of the cam beyond 1 a minimum position and adtent-57liinits its'movement beyond a maximum position. It is evidentth'at when the shaft 84' 18 I driven through the gearsl130 and 131, that f the cam 47 will be moved from maxr mum to its minimunrposition due to the movement of the vehicle through some deliinite distance which may be designated as U. When however' the gears 117 and 118 are driving the sl'laftg theoain 1'? will be brought from maximum to its inininmm position due to the movement of the veh through another definite distance T, w

is shorter than the di 4'7 is an arm 85 carrying hinged at 182and adapted to collar 35;but to contact with the flange 36 onthe sliding coliar of ,the governor. :To

which are designated bvthe lowercase becomes energized throng theposltive site 01" the hate. 5

0:0 and we, signalra a relay coil 11,-W1res/e and. j, a; \Vll'U (I/ff to the negative side 0 ta-11cc: U. When the gears 110 and 111 are driving the shaitfthe cam 47 wall bebrought from its maximum to its minimum ositicn due tothe n1ovef'melit 03!: the vehicie through a third distance S, which is shorter than the distance 1 and when the gears 97 21116198 are driving the shaft, the cam 47 will be brought from its maximum to is mininium'position in'an other distance Ra s Shorter than the d stance D, a

Adjacentto the train airpipe valve indicated at 5 we magnethavingan arp'mature 76 p voted at 77 and adanted to compress a springnormally adapted to hold openthe valve 5, which is a vai-ve uch as 1 is well .knciwninthe, art for pea I *air in, the train line to exhaust to tne at- 'Inosphere. and" thus apply the brakes when .coil 75. is deenergized near the cam roller 86 and Hingedly mounted at 181" adapted to contact therewith, a compression springs? serving to promote such contact.

ot fork 88 The arm is provided with aflpi :addle the the arm 85 is zize'd asupplemental arm 89 made of Insulating material and carrying. a contact 90 adapted'to touch a slini'larconv tact member '92 carried by the arm 85.

mThe described parts are connectedto I gether by electrical conductors or wires,

i ters of the alphabet, and will be so referred to theoperation of the apparatus is described. r i

Let it be assumed that a signal rail 21 is energized and that the shoe 61, has been moved into contact therewith and has been v. I wire i "rails '1, '1. the liatt 15 1. The energization of the rel v 11 wire ine rma-lured 52; cent lb 1.1 l 21' shoe 61,

cuit from the positive side of the l3itl81 20 to lillGjWlIG a, armature 2, contact 19, wire 9, "reenlight 12 1. wit so, it and i to giaed its holding; circuit being broken at the contact 81, and after leaving the signal U 1] 5 the green light 124 to glow through-acnrail, the relay 11 will remain deenergiied ,1 {Upon leaving the signei1reil 22the V ren ieins energized through a I holding cir-; cuit'from the p'ositive sidjeoi'i the batteryv201" to the ires a"endofernieture 1Q cont 2S, Wire g, eontactw82,:s11oe-62,-Wire a,- relay. 1 011 12 "and wires, m, band t to the-negative asits holding cireuit is then broken et the I Contact 19,1 v

I Now it let it be assumed that an a uxiliary signal rail-22 isfenergized, and that the shoe 62 has beenlrnoved int0 e0ntect' therewith and has beenlifted to breekthe eorine'ctionL.

between the shoeend itscontact 82. The relztyfj12 then becomes energized through ,a

circuit from the positive oi? 1thehztttery 154 to the -,Wil'6 we, ermziture 152,} contact 1 153, Wires we, ais,sign2il rail 22, shoe.62,-wire f rails, I 1, '1 and Wire mf to the negative"sideofrthe? battery 1354:.

Q side otthebettery QQg-Iftheauxiliary Sig:

I rial-rail 22; deeiiergized, the holdingv circuit for relay 12 will be broken at the eontact {82, and upon leavingthe signal rail the relafy l2uwill remain clee'nergized esvitsholdingeircuit is thenhro-lz'enet the geontaet 28..

lfl'e'w let it be "assumed that signalrail 23 is energized, and that the shoe 63 has been moved. into contact therewith and hesbeen lifted to break the connection between the shoe and the contact .83., ."Therelay 13, is then energized through a circuit from the the condition of therel'eys and 13. \Vhen relay 11' is dew-argued varyingconditions;

exist depending on the cond tion of the repositive" side of the battery .l5 ljto the Wire me, armature 152, contact .1 53, Wires we endmy), signal rail 23, shoe 63, Wire d, relay coil 13, Wires ab, k and j, axle 4, rails 1,1,1 end" JVlIE wfto the negative side of the battery- ,U 9011 1mm. the si nelireil 23 the rela" I n 6 c ,1 7 m ,t. i 10 remains energized throughz hOldliflgGll cuit fromlthe positiveside of theibattery 20,

to'the Wires (0 and,p,varmztture l6,.c ntect .42, wire f, contact 85, shoe 63, Wire '01, relay coil 13, wiresab, 72- andrz' to the negattive'sidt r o'fithe battery 20. the leu'xilieryusigllfll l e-i1 is deenergi'zed, the holdingfcirouit for the relay 13 Will-he brokenet'the'contaot 83, and after leaving. the signel rail 231 the relay l3 W111 remain .deenerglzed, aejitsholch ingveircuit is then brohe'nat the, Contact 42. Whenever the; relay llg is energized, the green light 1245 is glowing as previouslydo scribed. The coil 71 is also; energizedthrough a circuit from the positive side of" the hettery 20 to the wire a, ermetureQ, coritact 19, Wire-ad, coil 71, Wiresac', hand i to the negativejside oi the battery 20.nglhe magnets 94;, '95 end 96 2mm then all deener-} gized. vThese conditions existirrespective,of

lays l2 and 13, follows: I

A When relay ll @960fthrot1gh 'e'eirou'it fromthepositivefside of; the battery 2Q to turje 10, contact 29, w tfer'miiture :17, ire 1-, armature 7, ;0011: j tact 25, Wires u *and v as, 6011. 960, :wir undo H v and the magnets 94:,ft1i61195 QI'GKiQQIIQITQ ie' the negative {side fof, the: battery 20. v

megnet willbe energized throughits-zcoil; i

L950thir0i1gh aic'iroi'ljiftjfrom the positive side; I.

' ofthe battery Contact 115, Wii

1nd the n'mgnet 1 c deenergized and relays 12 and 13 hrejenergized, the, coil :71; ie'

deenergizedg The "1igl' 1t;,,'l;25 then"; glows, j through e'gcircuitflfromthey positive side of; i

the battery 20 tor the-tvl res' a; and peerme i Wire ai, g1ighth125, Wire's h the] negative "side of thebettery ZOendthemegew 9 -7; 5 11C195aref ld rgi eda v.

1, coil 7 1 1 zwires a mel -warmeenergized, and the 1 relay 'rcoil 12' ehiei gized, the magnet '71 will i also he ydeenerg'ized Thelight 5127 will kfthen glow thrQii-gha circhitfirbm the positive si jdejolfj theybettery 20 to thetvire a, NViI'Gfp, arnia} ture 16, Contact (i3, Wire amgnmet33mm, I ture 14, Wire meermeture 5' 8,--co 1tect 5:926,

'2Q to; the wirestaiend mum wires ,w, and alf,,coil"-950, wires aflwm, [rend-2': to the negative side of the'j huttery v20. v The egiiet 96 will also vhe energized through s coil 961 through it circuit from thelposi v tire side of 'tliehette 'y 20;,tot-hefwir and ah,contact.116,- c'onteet. member "oil. 961, wires m the battery willfbe deenergized, YVhen the rehtys 11-, I12; and 13. are all ,d. energized, I-the megnet ilgxyil-l elsohe at; 1 energized. The light 1281 will .then y glow enrlki to the ii through.eqcircuit'fronithepositive side of "theh'atterYQO'to thewvires (t end 0L, armature 10, eontact; 29, Wire,cr, contaot45,'arrnel I ture=l8, wire n, ermeture9,eont act 211mm I y, light l2S,.Wires e, hiand to the liege tive s de of the'hette'rYlZO, and the magnet 94j-Wi-l'l be energized throughz circuit from" 12-5 the positive side I of the battery 20 .to the WI'IGSQ/ and 0, armature 10, Contact 29ywire or, contact e5, armature; 18, Wirem-iarmztture 9, contact 27", ires z iiidog, magnet o aJa, (r n hend .z' tothenegetire' 1 3 0" coil 1 94, Wires resjari agndzas, contact and ito the negative side of the'battery 20. v

side of the battery 20, and, the magnet 95 will also be energizedby means of its coll 951 through a circuit trom the POSltlVQ s de of the battery tothe wires a, (tit and at,

and air, contact 116, contact member 114,

contact 115, wire am, coil 961,;wiresan', it

ll hen the points 90 and 92 arein; contact, a. circuit is established l romthe positive side 01'' the battery 20 to the wires a, (tit andag,

contact 90, contact 92,-wire up, coil75, I wires a0, cm, 71. and i to the negative side of the battery 20. S0 thatwhen the contacts .90 and 92 are forced apart thecoil-75 will be deenergized and the air brake will be. applied. i v I i The operation of thisdeviceis astollows: "id ith a green light glowing the magnet 71 is always energized, and the worm 79 is 7 therefore out of mesh with its gear 80, and p the permissible speed control cam 47 s maintained in its maximum position, allowing thetrain to proceed atmaximum speed With the light 125-g1owing, the magnet 71 is deenergized, and the vworm 79, drops into mesh with its gear 80. i The magnets 94, i

'e 95 and 96 are all deenergized, andthereiore,

112113 and 103--104- are out of mesh.

. their correspondin 11 and 103-104; are all in mesh. Thereiiore, the gears 97 98 are driving the'shaft as the couplings between the gears Y111 and 11S and the shaft 8 1 are slipping and the permissible speed controlling-cam is brought from its maximum position to its minimumposition in the shortest distance R.

VVhen the light 126, is glowing the magnet '71 is also deenergized, and the worm 79. is dropped into mesh with its gear 80., The

magnets 9 1 and are deenergized, and their corresponding clutches littl -120 and 112118 arethereiorein mesh, but the magnet 96 is energized andits corresponding clutch 103104 is out 01? mesh, therefore the gears 1-10 and 111 are driving the shaft 8 1 as the coupling between the gear .418 and the shaft is slipping, and the came? will be brougit trom its in'iaximum to its .mmnnum position in the distance S,

hen the light 122' is glowing; the magnet 71 1s deenergized and the worm 7 9 1S dropped,

into mesh with its gear 80. The mag-nettle is deenergized and its corresponding clutch.

119-120 istheretore in mesh. The magnets 95 and 96"are energized,and their clutches Therefore the gearsu117 and 1118 are driving the shaftSi and the cam 4:7 will be br l: minimum position in the distance T.

W hen the light128 is glowing the magnet T1 is deenergized and the worm 79 drops into mesh. with its gear 80. The magnets 91, 95 and 96 are all energized, and their corresponding clutclies 11912(), 112-118 and lOS- -lO l will all be out of mesh, and the gears 130,131; willtheretorebe driving the combinations of auxiliary signal rails 22.-

and 23. In every case the home and distant main signal rails 21 and the distant auxiliary signal rails 22 and 23 are controlled by the the well known continuous track circuit. The combination of rails used is decided by the braking distance desired, which in turn is decided by permanent conditions in the rear of the home signal rail.

If, for example, it requires the distance U to bring a tra-infrom the maximum speed to the minimum speed at the home signal rail at the entrance to block B, we will place the two setsof rails '21, 22 and 23 distance 'U apart. It will be seen by, referenceto the foregoing description that if these three rails are energized, that is, if there is no train in the block ahead, the train. will be permitted to proceed at the maximum speed. If however, the three. rails are deenergized,

. the train will be forced to reduce its speed from maximum to minimuln in the distance between the distant rails and the home rails,

which distance is the distanceU. I

Itit requires the distance S to bring the train from the maximum speed to the minil'rinmmpeedat the home signal rail at the entrance to block C, we will place the two sets of rails 21 and 22 S distance apart. It will be seen by reference to the foregoing description that if these two rails are en.- ergized, that is, if there is no train in the block ahead, the train will be permitted to proceed at the maximum speed. If, however, these two rails are deenergized, the train will be forced to reduce its speed from maximum tominimum in the distance between the distant rails and the home rails,

which distance is the distance S. It will be observed that in passing the home rails at gized, and therefore inenteringany block and after passing the home rails irrespective of the condition of the block, the signal relays 12 and 13 are always energized'so train from the maximum speed to the minithat the correct combination is obtained upon reaching the next distant rails.- t from its maximumposltlon to its Ilit requires the distance R to bring a ii'i'un'i spiz cifl at the home signal i'ai]. at the entrance to block I), we'ivill place a distant signalrail2l adistance it from the corre sponding home signal rail 2l. It will be seen by reference to the foregoing description that if this signal rail is energized, that is, itthere-is no train in the block ahead; the

maximum speed.

the home rail, which is the distance R. i

If it-requires the distance T to bring train from the inaxini iinspeed to the minimum speed at the home signal rail at the entrance to block Epwe will place rails 2lfand I [2ST distancesfapart. It willbe Seen by taiice T. p

reference to the foregoing description that if these two railsare energized, that is, if there is; no train in the block ahead, the train will be permitted to proceed at the are deenergized, the train will be forced to reduce its speed from the maximum to minimum in the distance between the distant rails and the home rails, which isthe dis The use of' variable brakin distances is desirable principally in connection with permanent hazards existing" along the tra'ckwav, for instance those due to heavy grades. It is obvious that if a train of a certain Weight and speed requires a distance ofthr'ee thousand feetwithiii which to come to a] stop when running at'sixty miles "per hour 011R}! level, t w ll require a longer distance "to come to a stop on a down grade and a" shorter" distance on an up grade. Inthe lower part-"of Figure l'this situation is illustrated graphically. The vertical distances or ordinates represent rates of speed measiire to the grades or' other influencing track" conditions, and as the apparatus de inmiles per hour; The horizontal distances or abscissa: represent spaces traversed bvthe train, and a" superimposed grade line shows various grades with corresponding proper braking distances. I v v i It is of great practical advantage 'to' so arrange a highway control of the kinddescribed that when a danger signal is received by theengineer, his ndicated permissible speed thereafter should correspond in some scribed is all automatic and quite simplein its operation its use not only conduce's to safe running but relieves the engineer of somenieasiire of responsibility and anxiety. I"c1aiin:- i I The combination "with a, railway dividedinto blocks, each equipped with signal "rails and a source ofelectiical ener gyfther for, of ana'pparatiis carried by vehicle movi ig'along the railway and adapted automatically to "control its speed, ceinpi'isiiiga safe brakin permissible speed deviccwfor the vehicle;

means form'oving it from afiiiaxinium toadistances, at diflerent points-along the track said permissible signal rails.

speed device through the Way, and an electric automatic control'oi 2. The combination "with a, railway di 'v vided into blocks, of a safety apparatus adapted for automatic control of the speed of vehicle moving along the railway apermissiblespecd device for the vehicle;

means-for moving from a maximumi to' a and carried by the vehicle, and comprising minimunipositionatvarying rates of speed correspondingv during eachflmo'vement to a particular permissible speed device including signal rails in series arranged in pairs at each block,"

fliiiaxiiniiin speed. If, however, the two rails the members-"ofeachpair being placed at distances apart corresponding to a safe nent hazards of the trackway at that point.

thespeed of a vehicle moving along a-treck- '3. A safety apparatus for the control or intervals along the trackway, the distancesf safe braking space for the vehicle oversuch ing a series "of signal rails arranged in pairs at block intervals along the trackway the distances of the members or each pair from each other corresponding tofasafe braking distance for the vehicle over such portion" of ofthe respective members of the several pairs from each other corresponding to a i 00 distances accordingto thenatui'eof the permanent;hazards along the trackway at such point. a

the trackway'and which safe braking 'distance is determined by the nature of the permanent hazards along "the track at such.

points, the distances between the pairs of rails at different points beingdifiereiit.

5. In an apparatus olt the character ide scribed, means carried on a vehicleior determining 'a permissible speed therefor.

means for moving "the same from a ll'ltililmunito aminirnum speed position at varying rates of speed; in combination with means for selectively actuating one of sev- 7 is moving.

,eral of its component members from a coni 6. In an apparatus offthe' character described, means carried on a vehicle moving along a ti'ackway for determining the permissible speed therefor, means for moving -p' lace along the 'trackway at which j it is moved and a highway control for s'u-ch varying permissible speed therefor, of a second device for moving the same from amaximum to aminif num position at different rates oi? speed, and means whereby the proper rate fol? speedis automatically selected including signal rails arrang gedf at inter-- vals along the traclrway in pairs, the dis tance between any particular pair at any particular place corresponding to a safe braking distance for the vehicle at that particularplace.- i i 8. A safety apparatusfi'or the control of the speed of a vehicle moving along a trackway, comprising a device on the vehicle moved from the'running gear thereof in ac-' cordanee with its actual speed, a second device also on the vehicle moved intermittently from the running gear of the vehicle in accordancewlth a permissible speed, means for automatically retarding the vehicle whenever the actual speed equals or exceeds the ')ermissible speed, in combination with a power transmitting mechanism for moving the permissible speed device from the actual speed device, and means for automatically controlling the movement oi such mechawhich such actuation takesvplace.

'9. A safety apparatus of the kind described, comprising a permissible speed device on avehicle, and anactual speed device a power transmitting mechanism whereby the permissible speed device moved from. the actual. speed device and which includes means for varying the rate of speed of moving the permissible speed device, in wimbination with means for automatically controlling the power transmitting mechanism whereby there is autoniiatically selected a rate of speed for the permissible speed. device corresponding to the nature of thehazards along the trackway, such controlling means comprising electrically actuated de vices along the trackway and electrically actuated devices for throwing into engagement portions of the power transmittinginechanism, v

device including a 6 ll). An a comprising l'lerice on the vehicle moved .Fl'Olll its running gear in accordance with its actual speed, a second levice on the vehicle also moved rrcm the run-- ning gear of the vehicle an accordance with the 1 ermissible speed, and means ior auto matically retarding the vehicle, whcnrurcr the actual speed equals or exceeds the permissible, speed, in combination with a power transmitting mechanisnii for moving the permissible speed device from the actual speed ing shaft moved from the actual speed device, a driven shaft mov' ing the permissible speed device, a series 01":

gears on each shalt in constant mesh, and a.

means for automatically coupling any driv ing gear to its shaft whereby the permissible.

speed device is moved 'from a maximum to a minimum position at a rate of speed corre sponding to a sale braking distance for the vehicle while such movement 01" the permis= sible speed device is taking place.

1,1. In a device oi the character described, a vehicle, a speed device moved from its runninggear, a permissible speed device moved.

an armature lever for moving the same, a

relay which when energized moves the armature leverand selective means for automatically energizing the relay arranged along the trackway along which the vehicle is moving.

12. In an apparatus of the kind described,

a device moving in accordance with the actual. speed. of a vehicle, a power transmit ting mechanism moved therefrom, a permissible speed device moved from the power transmitting mechanism and which includes a dr1v1ng shaft and a driven shaft, a series.

of gears on each shaft in constant mesh, and means 101' automatically coupling any drivring gear to its shaft consisting of a clutch,

an armature lever for moving the same, a

, relay which when energized :i'noves the armature lever and selective means for energizing: the relay consisting oil? ,along the track 1 I vals.

gnal rails arranged in pairs at srntable inter- 13. in an apparatus of the kind described, a device moving in accordance with the actual speed of a vehicle, another device moving in accordance with its permissible speed, and anintermediate power transmitting mechanism consisting of a driving shaft, a driven shaft, a series of gears on each shaft arranged in constant mesh in pairs. and means for automatically coupling any driving clutch for each pair Off gears, anarmature gear to its shaft consisting of a v lever for moving each clutch, relays'one for each armature lever and means for energiz ing aparticular relay'or relayswhereby the proper coupledto the driven shaft to rmissible speed indicator at the proper rate oi speedirom'. a IHELXIIIRUD to a move the i minimum position while the vehicle is coverfor the vehicle, the intermediate power transmittingmechanism comprising, a driving shaft, a driven shaft, a series of gears on each shaft arranged inconstant mesh-Bin airs and means for automaticall cou'olin 7 i I L C) any driving gear to its shaft consisting of a clutch for each pair of gears, an armature lever for moving each clutch, relays one for each armature lever, in combination with means for energizing a particular relay or relays whereby the proper gear is coupled to the driven shait to move the permissible speeddeviceat thefproper rate of speed I"rom a maximum to a minimum position while the, vehicle is covering a safe braking distance "along; a trackway, and which ener-.

gizing means include a series of signal rails arranged along the trackway at predeter-v mined intervals. i

15.1napparatus offthc character set fortlnthecombination with a vehicle, of a movable permissive speed device, and means for moving the permissive speed device at more than two difierent rates of speed with respect to the speed of the vehicle.

16Jln apparatus of the character set forth, the combination with a vehicle, of a movable permissive speed device thereon, andmeans driven bya moving part of the vehicle for moving the permissivespeed device at more than two different rates oi speed with re spect tothe speed of the vehicle.

v1'7. In apparatus of the character set forth, the combination with a vehicle, of v mg member to the driven member according to the different hazards along thellne of movable permissive speeddevice, more than two Cllll el'filltCOXllbll'lEtlllOllS ott driving gearing for moving the permissive speed device, and means for selecting said comb]nations to s operate the PQIIDISSlVG speed device in accordance with hazards oi": difl'erent chai acters. I

18. In apparatus oi? the character set forth, the combination.v with a vehicle, of a movable permissive speed device," means for moving the permii ive speed device at more than two diiierent rates of speed with re i spect to the speed ofthe vehicle, and trackside mechanism for determining the rate of speed of the permissivespeed device with respect to the movement of the vehicle ac- ,i'orth, the combination with a vehicle, of a driving I cor din g line oi? travel of the vehicle. I

19. In apparatus of. the character set.

permissive speed device ,movably mounted thereon, a driving member operating with the vehicle, a driven member connected to the permissive speed device, a plurality including more than two sets of transmitting gearing of different ratios between the drivin and driven members, and means for lectively causing any of the sets of gearing to transmit movement from the driving member tothe driven member. I

20. In apparatus of the character. set forth, the combination with a vehicle, of a permissive speed device n'lovaloly mounted thereon, a driving member operating with the vehicle, a driven member connected to the permissive speed device, a plurality including more than two sets of transmitting gearing of diflerent ratios between the driving and driven members, and means includin trackside mechanism for automaticall and selectively causing; any of thcsets of to transmit movement from the member'to the driven member ac to the different hazards along the gearing line oi travel. of the vehicle. A

21, In apparatus of the character set forth, the combination with av vehicle, of a; movable permissive speed device',;means for moving; the permissive speed device at more than two different rates of speed with respect to the speed of the vehicle, and means. for indicating the rate of speed at which the permissive speed device is operated.

In apparatus of the character set iorth,the combination with a vehicle, of 'a permissive speed device movably mounted thereon, a driving member operating with thevehicle, a driven member connected to ice the permissive speeddevice, a plurality in gearing of diiferent ratios between the driving and driven members, means including trackside mechanism for automatically and selectively causing any of'the sets of gear ing to transmit movement from the drivtrav ei of the vehicle, and means controlled 'by sa'id selecting means for indicatingg the speed selected thereby.

In combinatioma track, a car thereon,

a member on the car which moves in accordance with the permissive speed on the car, meansjdependentifor movement on the movement of the car for moving such member from a maximum speed position toward a,

eluding more: than two sets of transmitting move at more thantwo speeds and for restoring it to a'ma'ximum speedposition while the car. is at different places along the track. 24%. In combination, a traclna car thereon, a safety appliance for excessive speed, a plurality of'more than two trains'of mechanism any one of them being-adapted to be con iiected operatively from the carwheel to I said appliance, and means .on the trackto' effect such a connection of a particular one of said trainsoi mechanism.

' 25. In combination, a track, a car thereon, a safety a pliancefor excessive speed, a

movable mein er carried by the car, a plurality of more than two different alternative connections from said, member to. actuate said appliance, and means associated with the track selectively to establish a particular connection in accordance with. track conditions. "l j i x 26. In combination, a track, a'car thereon,

a safety appliance-for excessive speed on the car, apparatus to actuate said appliance,said

apparatus comprisinga gear trainv driven from the carwheel, and means to change the gearr'atio ofsaid gear. train so that more than two ratios may be obtained,

27. In combination, ,a track, aicarthereom, a safetyappliancefor excessive speedon the car, a plurality of alternative gear, trains more than two driven from the car wheel H ss i car, apparatus "driven from thec'ar wheel to" actuate said appliance-subjectto more-than two intervals of delay, said apparatus'being so j asaiety appliance for excessive speed on theadapted to actuate said appliance subject to j a corresponding interval of delay, means se lectively to establish one ofsaidltrains, and means partly on the car and partly Oll the track for connectin such selectedgear train! to actuate said-app ingit. f 7

In combination, a track, a car thereon,"

iance or for dlSCOIlIlQOi):

28. a safety appliance for excessive speed on the capable of adjustment to vary such intervals,

and means partly on the car-and partly on i the track toeifect such adjustment andto establishor disestablish an operative connection between. the car wheel and. the said an pliaiice through said apparatus. I j s p 29'. In combination, a track, a cai' thei'eon,

' oar, apparatus to actuate said appliance, said apparatus comprising a gear trainfdriven from the car wheel, means to change the gear ratio of said gear train so as to. obtain vmorethantwo i'atios,"a'-cab indicator, and

'means to change said indicator to .cOrre spond with the change of saidgear train. 7

' 130. In combination, a track, a car thereon,

a safety appliance forexcessive speed on the car apparatus to actuate said appliance, said apparatus comprising a gear train driven from the carwheel, means-to change the gear ratio of sa d gear train soasgto obtain more than two ratios, a cab signal circuit, and

means to control saidcircuit by said means.

31. In combination, a track, a car thereon,

a safety appliancefor excessive speedon said car, a gear train driven from the car wheel, change gear mechanism including .morethan two changes to give alternative resultant gear. ratios to the train, a member to actuatesaid appliance subject to an interval or delay, and means to connect the last gear of the train to drive said member.

32. In apparatus of the character set forth, the combination with a vehicle, of a movable permissive speed device, and means r01 moving the permissive speed device at different rates of speed with respect to the speed of the vehicleby gear trains conthe combination with a vehicle, of a movable permissive speed device, different, combinations iofdriving gearing constantly in mesh for moving the-permiss1ve speed device, and

means for selecting said combinations to operate the perm ssivefspeed device in accordance with hazards of different characters. 35. In apparatusof the character set forth,

the combination with a vehicle,"of a movable permissive speed device, means including gearing constantly in mesh for moving the permissive speed deviceat different rates of speed with respectlto the speed of the vehicle,

and means'for indicating-the rate of speed at which the permissive speed device is oper ated.

36. In combination, a track, aicar thereon, asai'ety appliancefor excessive speed on the car, apparatus to actuate said appliance, said apparatus comprising a gear train driven from the car wheel, means including gears In testimony hereofI afiix my signature,

PAUL JOHN SIMMEN.

constantly in meshto change the gear ratio of said gear train, a cab signalcircuit, and means to control said circuit by said means. 

